Vehicle power system based on solid hydrogen pool, passenger vehicle and control method

Abstract

The invention relates to the technical field of energy power, in particular to a vehicle power system based on a solid hydrogen pool, a passenger vehicle and a control method. The vehicle power system comprises a power driving module, a fuel cell module, a solid hydrogen pool module, a heat dissipation module and a whole vehicle control module. The fuel cell module comprises a cell stack unit, a hydrogen feeding and discharging unit, an air feeding and discharging unit and a tail discharging unit, and the cell stack unit is electrically connected with the power driving module. The solid hydrogen pool module comprises a solid hydrogen storage unit, a water supply unit and a hydrogen release buffer unit. The heat dissipation module is in butt joint with the cell stack unit and the solid hydrogen storage unit, and the whole vehicle control module is in communication connection with the power driving module, the fuel cell module and the solid hydrogen pool module. The passenger vehicle comprises a vehicle power system. The fuel cell module based on the solid hydrogen pool module is used for stably supplying power to the power driving module, so that power is provided for the passenger car, and the endurance requirement of the passenger car is met.

Description

Technical Field

[0001] The present invention relates to the field of energy and power technology, and in particular to a vehicle power system, a passenger car and a control method based on a solid hydrogen pool. Background Art

[0002] In the field of passenger cars, the number of vehicles marketed is far higher than that of commercial vehicles. Passenger cars based on fossil energy power systems face great challenges in terms of safety, environmental protection, fuel filling convenience, and environmental friendliness. In the process of energy conversion, there are a lot of greenhouse gas emissions, which leads to the continuous deterioration of the greenhouse effect. Whether it is a diesel power system, a gasoline power system, a compressed natural gas power system (Compressed Natural Gas, CNG), or a liquefied natural gas power system (Liquefied Natural Gas, LNG), it is necessary to digest fossil fuels to emit greenhouse gases to solve the power system problem. Passenger cars based on pure electric, plug-in or battery replacement mode cannot meet the needs of passenger cars in terms of vehicle range, especially in low-temperature operating areas in winter, where the battery range is greatly reduced. During the charging process of passenger cars, the risk of battery fire is huge, and the weight and volume of the battery itself are also technical problems for the space utilization of passenger cars. Therefore, the vehicle power system based on the pure electric mode can only meet the needs of some passenger car application scenarios.

[0003] Hydrogen energy is a new type of renewable and recyclable energy carrier. It is environmentally friendly and has high energy utilization efficiency in the energy conversion process. Especially in the field of automotive transportation, replacing traditional fossil energy with hydrogen energy to provide power for the transportation field has become a key measure to alleviate the energy crisis. However, the promotion and application of vehicles based on hydrogen fuel cell electrochemical reaction power generation systems still have certain technical problems. The most critical one is the amount of fuel storage in the vehicle, which will directly affect the vehicle's single fuel filling range. Due to the limited space in the fuel filling tank of passenger cars, there are huge problems with the filling quality of hydrogen. Therefore, how to improve the fuel storage problem of hydrogen power system vehicles through technological innovation and level improvement is the core problem that the industry needs to solve at present. Summary of the invention

[0004] The technical problem to be solved by the embodiments of the present invention is to provide a vehicle power system, a passenger car and a control method based on a solid hydrogen pool to solve the problem that hydrogen energy-powered fuel cells in the prior art cannot meet the endurance requirements of passenger cars.

[0005] The present invention discloses a vehicle power system based on a solid hydrogen pool, comprising: A power drive module is used to provide driving force for the vehicle; A fuel cell module, comprising a battery stack unit, a hydrogen inlet and outlet unit, an air inlet and outlet unit and a tail outlet unit, wherein the hydrogen inlet and outlet unit and the air inlet and outlet unit are respectively connected to the battery stack unit and are used to quantitatively transport hydrogen and air to the battery stack unit for reaction and release of electrical energy, the tail outlet unit is connected to the battery stack unit and is used to draw out the water vapor after the reaction in the battery stack unit and perform steam-water separation, and the battery stack unit is electrically connected to the power drive module; A solid-state hydrogen pool module, comprising a solid-state hydrogen storage unit, a water supply unit and a hydrogen release buffer unit, wherein the water supply unit is connected to the tail discharge unit and the solid-state hydrogen storage unit, and is used to quantitatively transport the separated aqueous solution to the solid-state hydrogen storage unit for hydrolysis and hydrogenation reaction, and the hydrogen release buffer unit is connected to the hydrogen inlet and outlet unit, and is used to buffer the hydrogen release pressure and transport the hydrogen released by the solid-state hydrogen storage unit after hydrolysis; A heat dissipation module, connected to the battery stack unit and the solid-state hydrogen storage unit, respectively, for performing working heat dissipation on the battery stack unit and the solid-state hydrogen storage unit, respectively; The vehicle control module is respectively connected to the power drive module, the fuel cell module and the solid-state hydrogen pool module for closed-loop control of the operation of each module according to the vehicle power demand.

[0006] Optionally, the solid-state hydrogen storage unit includes a reaction tank, and a solid-state hydrogen storage component arranged in the reaction tank, the water supply unit includes a water sprayer, and the tail discharge unit, the water sprayer and the reaction tank are connected in sequence, the hydrogen release buffer unit includes a pressure stabilizing buffer tank and a first pressure reducing valve, the reaction tank, the pressure stabilizing buffer tank and the hydrogen inlet and outlet unit are connected in sequence, and the first pressure reducing valve is arranged on the air inlet side of the pressure stabilizing buffer tank; The hydrogen release buffer unit further includes a bottle mouth valve, a second pressure reducing valve and a first safety valve, and the bottle mouth valve, the second pressure reducing valve and the first safety valve are sequentially arranged on the connecting pipeline between the pressure stabilizing buffer tank and the hydrogen inlet and outlet unit along the hydrogen delivery direction; The reaction tank is also connected to a tail liquid collection unit for collecting tail liquid after the hydrogen release reaction in the reaction tank.

[0007] Optionally, the heat dissipation module includes a solid-state hydrogen pool heat dissipation unit, the solid-state hydrogen pool heat dissipation unit includes a first medium circulation pipeline, a first water pump, a first three-way valve, a first radiator, a first filter and a first medium compensation tank, a first heat exchanger is arranged in the reaction tank, and a medium outlet of the first heat exchanger, the first water pump, the first three-way valve, the first radiator, the first filter, and a medium inlet of the first heat exchanger are sequentially connected through the first medium circulation pipeline; The medium outlet of the first medium compensation tank is connected to the medium inlet of the first water pump.

[0008] Optionally, the heat dissipation module further includes a fuel cell heat dissipation unit, which includes a second medium circulation pipeline, a second water pump, a second radiator, a second filter, a second three-way valve and a second medium compensation tank. A second heat exchanger is provided in the battery stack unit, and a medium outlet of the second heat exchanger, the second water pump, the second radiator, the second filter, the second three-way valve, and a medium inlet of the second heat exchanger are sequentially connected through the second medium circulation pipeline; The medium outlet of the second medium compensation tank is connected to the medium inlet of the second water pump, a first temperature sensor is provided on the medium outlet side of the second heat exchanger, and a second temperature sensor is provided on the medium inlet side of the second heat exchanger.

[0009] Optionally, the vehicle power system further comprises a heat energy recycling module, the heat energy recycling module comprising a first heat utilization unit and a second heat utilization unit; The first heat utilization unit includes an electric heater and a first heat medium pipeline, the electric heater is provided with a medium bypass connected to the medium outlet of the second water pump, and the medium bypass is connected to the medium inlet of the second heat exchanger through the second three-way valve, and the first three-way valve is connected to the medium bypass through the first heat medium pipeline, and is used to lead the heat absorbing medium to the battery stack unit when the hydrogen release reaction in the reaction tank occurs; The second heat utilization unit includes a second heat medium pipeline, a medium inlet of the second heat medium pipeline is connected to the medium outlet of the second heat exchanger, and a medium outlet of the second heat medium pipeline is connected to the medium outlet of the first filter, and is used to lead out heat-absorbing medium to the reaction tank when the reaction in the battery stack unit releases electrical energy.

[0010] Optionally, the air intake and exhaust unit comprises an air filter, an air compressor, an intercooler and a third three-way valve, the air filter is provided with an air inlet, and the air filter, the air compressor, the intercooler, the third three-way valve and the battery stack unit are connected in sequence; The medium inlet of the intercooler is connected to the medium outlet of the second three-way valve, and the medium outlet of the intercooler is connected to the medium inlet of the second water pump. The air outlet of the intercooler is also connected to a circulation bypass, and the other end of the circulation bypass is connected to the air inlet of the air compressor; A flow meter is provided on the communication line between the air filter and the air compressor, a third temperature sensor is provided on the communication line between the intercooler and the third three-way valve, and a first pressure sensor is provided on the communication line between the third three-way valve and the battery stack unit; The tail exhaust unit includes a tail exhaust throttle valve, a first gas-water separator and a tail exhaust muffler. The cathode of the battery stack unit, the tail exhaust throttle valve, the separation gas outlet of the first gas-water separator and the tail exhaust muffler are connected in sequence. The separation liquid outlet of the first gas-water separator is connected to the water sprayer. The air outlet of the intercooler is also connected to the tail exhaust muffler through the third three-way valve.

[0011] Optionally, the hydrogen intake and exhaust unit includes a hydrogen intake component and a hydrogen circulation component; The hydrogen inlet assembly includes a stop valve, a main valve, an ejector and a second safety valve, and the first safety valve, the stop valve, the main valve, the ejector, the second safety valve and the anode of the battery stack unit are connected in sequence, the hydrogen outlet of the stop valve is also connected to a hydrogen transmission bypass, the other end of the hydrogen transmission bypass is connected to the hydrogen inlet of the second safety valve, and a bypass valve is arranged on the hydrogen transmission bypass, and a second pressure sensor is respectively arranged between the stop valve and the main valve, between the main valve and the ejector, and between the ejector and the safety valve; The hydrogen circulation component includes a second gas-water separator, the anode of the battery stack unit, the separation gas outlet of the second gas-water separator, and the suction port of the ejector are connected in sequence, and the separation liquid outlet of the second gas-water separator is connected to the tail exhaust muffler.

[0012] Optionally, the vehicle power system also includes a power battery module, the power drive module includes a DC-DC conversion unit, an all-in-one control unit, a signal drive unit and multiple drive motors, the battery stack unit and the power battery module are respectively electrically connected to the all-in-one controller, and the battery stack unit is electrically connected to the all-in-one controller through the DC-DC conversion unit, the all-in-one control unit is electrically connected to the multiple drive motors through the signal drive unit, and the drive motors are used to connect to the drive wheels of the vehicle.

[0013] The present invention also discloses a passenger vehicle, comprising a vehicle body and the above-mentioned vehicle power system, wherein the vehicle power system is arranged in the vehicle body.

[0014] The present invention also discloses a control method for controlling the above-mentioned vehicle power system, the control method comprising: In response to the vehicle being powered on in standby mode, inspecting the standby status of each unit in the fuel cell module and the solid-state hydrogen cell module; According to the standby state of the inspection, the power supply demand of the battery stack unit and the energy supply demand of the solid-state hydrogen storage unit are analyzed, and the working parameters of the water supply unit, the hydrogen release buffer unit and the heat dissipation module are determined according to the analysis results; According to the determined working parameters, the water supply unit is controlled to operate and adjust the hydrogen release rate, the hydrogen release buffer unit is controlled to operate and adjust the hydrogen release pressure, and the heat dissipation module is controlled to operate and adjust the hydrogen release temperature; In response to the start-up of the solid-state hydrogen pool module, each unit in the fuel cell module is controlled to operate, and the battery stack unit starts to supply power to the power drive module; In response to the vehicle stopping running, each unit in the fuel cell module is controlled to enter the load reduction shutdown stage, and at the same time, each unit in the solid-state hydrogen cell module is controlled to enter the hydrogen release stop stage until a preset shutdown threshold is reached, the fuel cell module is shut down, and the hydrogen release reaches a preset equilibrium state, and the solid-state hydrogen cell module is shut down.

[0015] Compared with the prior art, the vehicle power system, passenger car and control method based on the solid hydrogen pool provided by the embodiments of the present invention have the following beneficial effects: The vehicle power system consists of a power drive module, a fuel cell module, a solid-state hydrogen pool module, a heat dissipation module, and a vehicle control module. The hydrogen inlet and outlet unit and the air inlet and outlet unit respectively quantitatively transport hydrogen and air to the battery stack unit for reaction and release of electrical energy to meet the mass transfer conditions of the battery stack unit, realize stable power supply to the power drive module, and then provide power for the passenger car. At the same time, the solid-state hydrogen storage unit provides solid-state hydrogen storage materials, and the water vapor after the reaction in the battery stack unit is separated by the tail exhaust unit and then transported to the solid-state hydrogen storage unit for water dehydrogenation reaction to make full use of the water generated by the cathode of the battery stack unit, and the hydrogen release rate and hydrogen release pressure are dynamically adjusted through the water supply unit and the hydrogen release buffer unit to realize hydrogen supply control with different pressure requirements and different flow requirements, so that the solid-state hydrogen storage unit can stably provide hydrogen energy to the battery stack unit and ensure the smooth operation of the battery stack unit. In addition, the heat dissipation module is used to cool the battery stack unit and the solid-state hydrogen storage unit to speed up the response speed of the entire vehicle power system. The vehicle control module transmits data with each module based on the communication form to split the needs of each module and realize closed-loop control between the modules, thereby ensuring the stable and reliable operation of each module to meet the endurance requirements of passenger vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, in which: Figure 1 A schematic diagram of the overall structure of a vehicle power system provided by an embodiment of the present invention; Figure 2A schematic diagram of the structure of the coupling of a fuel cell module and a solid-state hydrogen pool module provided in an embodiment of the present invention.

[0017] The symbols in the accompanying drawings are as follows: 1. Power drive module; 11. DC-DC conversion unit; 12. All-in-one control unit; 13. Signal drive unit; 14. Drive motor; 2. Fuel cell module; 21. Battery stack unit; 22. Hydrogen inlet and outlet unit; 221. Stop valve; 222. Main valve; 223. Ejector; 224. Second safety valve; 225. Hydrogen bypass; 226. Bypass valve; 227. Second pressure sensor; 228. Second gas-water separator; 2 3. Air intake and exhaust unit; 231. Air filter; 232. Air compressor; 233. Intercooler; 234. Third three-way valve; 235. Circulation bypass; 236. Flow meter; 237. Third temperature sensor; 238. First pressure sensor; 24. Tail exhaust unit; 241. Tail exhaust throttle valve; 242. First air-water separator; 243. Tail exhaust muffler; 3. Solid-state hydrogen pool module; 31. Solid-state hydrogen storage unit; 311. Reactor ; 312, solid-state hydrogen storage component; 32, sprinkler; 33, hydrogen release buffer unit; 331, pressure-stabilizing buffer tank; 332, first pressure reducing valve; 333, bottle mouth valve; 334, second pressure reducing valve; 335, first safety valve; 34, tail liquid collection unit; 4, heat dissipation module; 41, solid-state hydrogen pool heat dissipation unit; 411, first water pump; 412, first three-way valve; 413, first radiator; 414, first filter; 415, first medium compensation tank; 42, fuel cell heat dissipation unit; 421, second water pump; 422, second radiator; 423, second filter; 424, second three-way valve; 425, second medium compensation tank; 426, first temperature sensor; 427, second temperature sensor; 5, vehicle control module; 6, heat energy recycling module; 61, electric heater; 62, first heat medium pipeline; 63, second heat medium pipeline; 7, power battery module; 8, driving wheel. DETAILED DESCRIPTION

[0018] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. Now, in conjunction with the accompanying drawings, the preferred embodiments of the present invention are described in detail.

[0019] The present invention discloses a vehicle power system based on a solid hydrogen pool, such as Figure 1 and Figure 2As shown, it includes a power drive module 1, a fuel cell module 2, a solid-state hydrogen pool module 3, a heat dissipation module 4 and a vehicle control module 5. The power drive module 1 is used to provide driving force for the vehicle. The fuel cell module 2 includes a battery stack unit 21, a hydrogen inlet and outlet unit 22, an air inlet and outlet unit 23 and a tail exhaust unit 24. The hydrogen inlet and outlet unit 22 and the air inlet and outlet unit 23 are respectively connected to the battery stack unit 21, and are used to quantitatively transport hydrogen and air to the battery stack unit 21 to react and release electrical energy. The tail exhaust unit 24 is connected to the battery stack unit 21, and is used to lead out the water vapor after the reaction in the battery stack unit 21 and perform steam-water separation. The battery stack unit 21 is electrically connected to the power drive module 1. The solid-state hydrogen pool module 3 includes a solid-state hydrogen storage unit 31, a water supply unit and a hydrogen release buffer unit 33. The water supply unit is connected to the tail exhaust unit 24 and the solid-state hydrogen storage unit 31, and is used to quantitatively transport the separated aqueous solution to the solid-state hydrogen storage unit 31 for water dehydrogenation reaction. The hydrogen release buffer unit 33 is connected to the hydrogen inlet and outlet unit 22, and is used to buffer the hydrogen release pressure and transport the hydrogen released by the solid hydrogen storage unit 31 after hydrolysis. The heat dissipation module 4 is connected to the battery stack unit 21 and the solid hydrogen storage unit 31 respectively, and is used to perform working heat dissipation on the battery stack unit 21 and the solid hydrogen storage unit 31 respectively. The vehicle control module 5 is respectively connected to the power drive module 1, the fuel cell module 2 and the solid hydrogen pool module 3 for closed-loop control of the operation of each module according to the vehicle power demand.

[0020] Through the implementation of the above vehicle power system embodiment, the hydrogen inlet and outlet unit 22 and the air inlet and outlet unit 23 respectively quantitatively transport hydrogen and air to the battery stack unit 21 to form an electrochemical reaction through electrochemical catalysis, and release electrical energy to meet the mass transfer conditions of the battery stack unit 21, realize stable power supply to the power drive module 1, and then provide power for the passenger car. At the same time, the solid hydrogen storage unit 31 provides solid hydrogen storage materials, and the water of the solid hydrogen storage materials is used to decompose hydrogen to provide hydrogen energy for the battery stack unit 21. Among them, since the hydrogen produced by the hydrolysis of the solid hydrogen storage unit 31 needs to have a certain humidity to meet the mass transfer conditions of the battery stack unit 21, when the electrochemical reaction is carried out inside the battery stack unit 21 to release electric energy, the water vapor product after the reaction does not need to be refluxed. After being collected and separated from the water by the tail discharge unit 24, it is transported to the solid hydrogen storage unit 31 for hydrolysis and hydrogenation reaction, so as to make full use of the water produced after the electrochemical reaction of the cathode of the battery stack unit 21, improve the accessory function of the fuel cell module 2, improve the water recycling of the electrochemical reaction inside the battery stack unit 21, and avoid the problem of road icing caused by drainage of traditional fuel cell vehicles. On this basis, the reaction water after the separation of water and water is input into the solid hydrogen storage unit 31 according to a certain amount by using the water supply unit, so as to control the rate of the hydrogen release reaction. And the hydrogen released by the hydrolysis of the solid hydrogen storage unit 31 is quantitatively stored by the hydrogen release buffer unit 33, which can reduce the pressure change impact caused by the hydrogen release reaction of the solid hydrogen storage material, and ensure that the hydrogen provided to the battery stack unit 21 can be in a relatively stable pressure range. In order to realize the hydrogen supply control with different pressure requirements and different flow requirements, the solid hydrogen storage unit 31 can stably provide hydrogen energy for the battery stack unit 21 to ensure the smooth operation of the battery stack unit 21. In addition, the heat dissipation module 4 is also used to cool the battery stack unit 21 and the solid hydrogen storage unit 31 to speed up the response speed of the entire vehicle power system, and dynamically adjust the hydrogen release rate, hydrogen release pressure and hydrogen release temperature to dynamically meet the full range of working conditions of the battery stack unit 21, and ensure that the temperature and humidity of the hydrogen released by the solid hydrogen storage unit 31 are controlled within the preset range. In addition, the vehicle control module 5 transmits data with the other modules based on the network communication form of the controller area network (CAN), so as to facilitate the division of the requirements of each module, so as to better realize the closed-loop control between the modules, such as the resource interaction of hydrogen supply between the solid hydrogen pool module 3 and the fuel cell module 2, the information interaction of power supply between the fuel cell module 2 and the power drive module 1, etc., to ensure the stable and reliable operation of each module to meet the endurance requirements of the passenger car.

[0021] As shown above, the fuel cell module 2 is the core component of the entire power system, and its main core components are the battery stack unit 21, including membrane electrode, bipolar plate, seal and battery pack accessories (Battery Pack). The battery stack unit 21 is the place where air and hydrogen realize electrochemical reaction, and it is also the core place for electric energy conversion. The conversion of chemical energy to electrical energy is realized through the continuous external energy supply and heat output. In order to ensure the safe, reliable and stable electrical performance of the system, a battery stack performance detection device is provided inside the battery stack unit 21, which is used to monitor the electrical performance of the battery stack, make reasonable judgments on the operation of the battery stack in time, and avoid safety risk problems. It includes a voltage detection module, such as a vehicle monitoring system detection module (Car Vehicle Monitor or Car Vehicle Monitoring, CVM); a hydrogen concentration detection module, such as a hydrogen concentration alarm; and a battery stack current and voltage detection module, which is used to detect the total voltage and total current output of the battery stack, and read the load demand and performance output.

[0022] Further, the solid-state hydrogen storage unit 31 includes a reaction tank 311, and a solid-state hydrogen storage component 312 arranged in the reaction tank 311. The water supply unit includes a water sprayer 32, and the tail discharge unit 24, the water sprayer 32 and the reaction tank 311 are connected in sequence. The hydrogen release buffer unit 33 includes a pressure stabilizing buffer tank 331 and a first pressure reducing valve 332. The reaction tank 311, the pressure stabilizing buffer tank 331 and the hydrogen inlet and outlet unit 22 are connected in sequence, and the first pressure reducing valve 332 is arranged on the air inlet side of the pressure stabilizing buffer tank 331. The hydrogen release buffer unit 33 also includes a bottle mouth valve 333, a second pressure reducing valve 334 and a first safety valve 335. The bottle mouth valve 333, the second pressure reducing valve 334 and the first safety valve 335 are sequentially arranged on the connecting pipeline between the pressure stabilizing buffer tank 331 and the hydrogen inlet and outlet unit 22 along the hydrogen delivery direction. The reaction tank 311 is also connected to a tail liquid collection unit 34 for collecting the tail liquid after the hydrogen release reaction in the reaction tank 311.

[0023] Through the implementation of the above-mentioned vehicle power system embodiment, the required reaction water can be sprayed into the reaction tank 311 according to the required amount of water by adjusting the opening of the water sprayer 32, and sprayed on the solid hydrogen storage component 312 accordingly, so as to control the rate of hydrogen release reaction. And by quantitatively storing the hydrogen released by the solid hydrogen storage component 312 through the pressure stabilizing buffer tank 331, the pressure change impact caused by the hydrogen release reaction of the solid hydrogen storage component 312 can be weakened, and combined with the adjustment of the first pressure reducing valve 332, the reaction rate can be adjusted at any time to ensure that the hydrogen provided to the battery stack unit 21 can be in a relatively stable pressure range, thereby dynamically adjusting the hydrogen release rate and hydrogen release pressure according to the demand for hydrogen by the battery stack unit 21. Then, in the process of energy conversion, the coupled operation of the solid hydrogen pool module 3 is realized through the interaction with the hydrogen release rate and the hydrogen release buffer. Preferably, the corresponding volume of the pressure stabilizing buffer tank 331 can be matched according to the actual buffering and storage requirements.

[0024] Among them, by controlling the number of solid hydrogen storage components 312 inside the reaction tank 311 and the opening of the water sprayer 32, high-humidity hydrogen supply can be achieved, which brings huge benefits to the electrochemical reaction in the battery stack unit 21, directly saves the humidification components of the cathode of the traditional fuel cell, and contributes to the simplification of the fuel cell system. To ensure the stability of the operation of the battery stack unit 21, the temperature of the hydrogen released by the solid hydrogen storage unit 31 is controlled within the range of 75°C, and the humidity is controlled above 60%RH, so that the hydrogen flow rate dynamically meets the full operating range requirements of the battery stack unit 21.

[0025] In addition, the bottle mouth valve 333 prevents hydrogen from flowing back, and the second pressure reducing valve 334 is used to further adjust the hydrogen pressure supplied to the battery stack unit 21 within a relatively stable pressure range. The safety valve sets a certain upper limit of pressure to protect the entire system device and ensure that the pressure can be released in time under overpressure conditions. The tail liquid collection unit 34 connected to the reaction tank 311 is used to ensure that the tail liquid after the hydrogen release reaction in the solid hydrogen storage unit 31 is collected and processed to reduce the impact on the environment.

[0026] As described above, the solid-state hydrogen storage component 312 is preferably composed of hydrogen-filled high-density hydrogen storage materials. The high-density hydrogen storage materials include metal hydrogen storage materials and non-metal hydrogen storage materials, mainly high-density hydrogen storage materials that can release hydrogen by adding water. For example, metal materials such as magnesium (Mg), calcium (Ca), aluminum (Al), hydrogen storage alloys, inorganic ionic compound hydrogen storage materials, carbonaceous hydrogen storage materials, metal organic skeleton compound hydrogen storage materials, etc. Hydrogen storage alloys include binary systems, ternary systems, and multi-element systems, such as lithium hydride (LiH), sodium hydride (NaH), potassium hydride (KH), magnesium dihydride (MgH), etc. )、Calcium dihydride( )、Aluminum hydride( ) etc.; Inorganic ionic compound hydrogen storage materials mainly include coordinated hydrides and amino compounds, such as sodium aluminum tetrahydride ( )、lithium borohydride( ) and ammonia borane are both hydrogen storage materials with relatively high hydrogen storage density. In the solid-state hydrogen pool module, a single or multiple hydrogen storage materials with relatively high hydrogen storage density can be selected. Reversible hydrogen storage is not required, only high hydrogen storage density is required. In addition, a plurality of solid-state hydrogen storage components 312 can be arranged in the reaction tank 311 to increase the hydrogen storage density of the solid-state hydrogen pool module 3, and the aqueous solution formed between two adjacent solid-state hydrogen storage components 312 is sprayed into the gap, which can effectively increase the contact area between the hydrogen storage material and the reaction water, realize the controllability of the contact area between the solid-state hydrogen storage component 312 and the reaction water, and then realize the control of the hydrogen release rate and magnitude, and make the entire solid-state hydrogen pool module 3 form an integrated structure with high energy density.

[0027] Further, the heat dissipation module 4 includes a solid hydrogen pool heat dissipation unit 41. The solid hydrogen pool heat dissipation unit 41 includes a first medium circulation pipeline, a first water pump 411, a first three-way valve 412, a first radiator 413, a first filter 414 and a first medium compensation tank 415. A first heat exchanger is arranged in the reaction tank 311, and the medium outlet of the first heat exchanger, the first water pump 411, the first three-way valve 412, the first radiator 413, the first filter 414, and the medium inlet of the first heat exchanger are connected in sequence through the first medium circulation pipeline. The medium outlet of the first medium compensation tank 415 is connected to the medium inlet of the first water pump 411.

[0028] Through the implementation of the above-mentioned vehicle power system embodiment, the first water pump 411 is a key component in the solid hydrogen pool heat dissipation unit 41, which is responsible for extracting the heat exchange medium in the first heat exchanger, and after cooling down through the first radiator 413, the first filter 414 filters out impurities in the cooling medium. The medium after heat dissipation and cooling enters the first heat exchanger again, and heat is exchanged for the heat generated by the solid hydrogen storage component 312 in the reaction tank 311 to hydrolyze and hydrogenate, so as to meet the hydrogen temperature required by the battery stack unit 21. The first radiator 413 is preferably a device with a cooling fan, which is used to cool the heat exchange medium flowing through the first radiator 413. And by controlling the fan speed of the first radiator 413 and the speed of the first water pump 411, the exchange heat is stably controlled, and the heat control during the hydrogen release process is realized. In addition, the first medium compensation box 415 is set so that the heat exchange medium can be replenished in time when the first medium circulation pipeline is lacking. Preferably, the heat exchange medium selects a liquid medium, such as a liquid medium such as water.

[0029] Further, the heat dissipation module 4 also includes a fuel cell heat dissipation unit 42. The fuel cell heat dissipation unit 42 includes a second medium circulation pipeline, a second water pump 421, a second radiator 422, a second filter 423, a second three-way valve 424 and a second medium compensation tank 425. A second heat exchanger is provided in the battery stack unit 21, and the medium outlet of the second heat exchanger, the second water pump 421, the second radiator 422, the second filter 423, the second three-way valve 424, and the medium inlet of the second heat exchanger are connected in sequence through the second medium circulation pipeline. The medium outlet of the second medium compensation tank 425 is connected to the medium inlet of the second water pump 421, and a first temperature sensor 426 is provided on the medium outlet side of the second heat exchanger, and a second temperature sensor 427 is provided on the medium inlet side of the second heat exchanger.

[0030] Through the implementation of the above vehicle power system embodiment, the second water pump 421 is a key component in the fuel cell cooling unit 42, which is responsible for extracting the heat exchange medium in the second heat exchanger, and after cooling down through the second radiator 422, the second filter 423 filters out impurities in the cooling medium. The medium after heat dissipation and cooling enters the second heat exchanger again, and heat is exchanged with the heat generated by the electrochemical reaction inside the battery stack unit 21 to meet the power supply temperature of the battery stack unit 21 and prevent the battery stack unit 21 from overheating. The second radiator 422 is preferably a device with a cooling fan, which is used to cool the heat exchange medium flowing through the second radiator 422. And by controlling the fan speed of the second radiator 422 and the speed of the second water pump 421, the exchange heat is stably controlled, and the heat control in the electrochemical reaction process inside the battery stack unit 21 is realized. In addition, the second medium compensation box 425 is set so that the heat exchange medium can be replenished in time when the second medium circulation pipeline is lacking. Preferably, the heat exchange medium selects a liquid medium, such as water or other liquid medium. In addition, the first temperature sensor 426 monitors the temperature of the medium flowing out of the second heat exchanger in real time, and the second temperature sensor 427 monitors the temperature of the medium flowing into the second heat exchanger in real time, so that the power supply temperature of the battery stack unit 21 can be dynamically adjusted to meet the actual needs of vehicle operation according to the temperature difference between the outflowing medium and the inflowing medium.

[0031] Further, the vehicle power system also includes a heat energy recycling module 6, which includes a first heat utilization unit and a second heat utilization unit. The first heat utilization unit includes an electric heater 61 and a first heat medium pipeline 62. A medium bypass connected to the medium outlet of the second water pump 421 is provided in the electric heater 61, and the medium bypass is connected to the medium inlet of the second heat exchanger through the second three-way valve 424. The first three-way valve 412 is connected to the medium bypass through the first heat medium pipeline 62, and is used to lead the heat absorbing medium to the battery stack unit 21 when the hydrogen release reaction in the reactor 311. The second heat utilization unit includes a second heat medium pipeline 63. The medium inlet of the second heat medium pipeline 63 is connected to the medium outlet of the second heat exchanger, and the medium outlet of the second heat medium pipeline 63 is connected to the medium outlet of the first filter 414, which is used to lead the heat absorbing medium to the reactor 311 when the reaction releases electric energy in the battery stack unit 21.

[0032] Through the implementation of the above-mentioned vehicle power system embodiment, since passenger cars are usually designed with high-power motor drive systems and components to ensure the power of the entire vehicle. In order to facilitate the energy management of the entire vehicle, the fuel cell module 2 and the solid hydrogen pool module 3 will be integrated through a series of technical solutions to form energy management for the entire vehicle. That is, by using the setting of the electric heater 61, under winter conditions, the second three-way valve 424 is controlled to conduct the medium bypass, so that the heat exchange medium in the second heat exchanger circulates along the medium bypass. At this time, when the control current passes through the electric heater 61, heat will be generated, and the heat exchange medium flowing through the medium bypass will be preheated, so that the battery stack unit 21 can be started at low temperature under winter conditions. When the battery stack unit 21 is started at low temperature, the first three-way valve 412 is controlled to conduct the first heat medium pipeline 62, so that the solid hydrogen storage component 312 in the reaction tank 311 dehydrates hydrogen, and the heat absorbing medium for heat exchange in the first heat exchanger is introduced into the battery stack unit 21 along the first heat medium pipeline 62 and the medium bypass for continuous heating, so as to ensure that the entire battery stack unit 21 will not freeze at low temperature, so that the heat of the dehydration of hydrogen by the solid hydrogen storage component 312 is directly converted to the battery stack unit 21 for reuse at the vehicle level, and the battery stack unit 21 in the low temperature environment is heated, so as to speed up the response speed of the vehicle power system. Among them, in the embodiment of the present invention, the setting of the electric heater 61 is only for the low temperature start of the battery stack unit 21, so under winter conditions, the battery stack unit 21 does not need a high preheating temperature, and can be turned off after the battery stack unit 21 is started at low temperature, and the heat of the dehydration of hydrogen by the solid hydrogen storage component 312 continues to heat the battery stack unit 21.

[0033] In addition, when the battery stack unit 21 undergoes an electrochemical reaction and releases electric energy, the second water pump 421 and the second heat medium pipeline 63 are used to introduce the heat absorbing medium that is exchanging heat in the second heat exchanger into the reaction tank 311 along the second heat medium pipeline 63 for continuous temperature increase, so as to ensure that the entire reaction tank 311 will not freeze at low temperatures, so as to achieve low-temperature start of the hydrolysis of hydrogen by the solid-state hydrogen storage unit 31, thereby directly converting the heat of the electrochemical reaction of the battery stack unit 21 to the solid-state hydrogen storage unit 31 for reuse at the vehicle level, and ensuring that the hydrolysis reaction can continue at low temperatures. In this way, the high and low temperature coupling of the solid-state hydrogen storage unit 31 and the battery stack unit 21 is achieved, forming energy management for the entire vehicle and improving the utilization rate of thermal energy. Further, the air intake and exhaust unit 23 includes an air filter 231, an air compressor 232, an intercooler 233 and a third three-way valve 234. The air filter 231 is provided with an air inlet, and the air filter 231, the air compressor 232, the intercooler 233, the third three-way valve 234 and the battery stack unit 21 are connected in sequence. The medium inlet of the intercooler 233 is connected to the medium outlet of the second three-way valve 424, and the medium outlet of the intercooler 233 is connected to the medium inlet of the second water pump 421. The air outlet of the intercooler 233 is also connected to a circulation bypass 235, and the other end of the circulation bypass 235 is connected to the air inlet of the air compressor 232. A flow meter 236 is provided on the connecting pipeline between the air filter 231 and the air compressor 232, a third temperature sensor 237 is provided on the connecting pipeline between the intercooler 233 and the third three-way valve 234, and a first pressure sensor 238 is provided on the connecting pipeline between the third three-way valve 234 and the battery stack unit 21. The tail exhaust unit 24 includes a tail exhaust throttle valve 241, a first gas-water separator 242 and a tail exhaust muffler 243. The cathode of the battery stack unit 21, the tail exhaust throttle valve 241, the separation gas outlet of the first gas-water separator 242 and the tail exhaust muffler 243 are connected in sequence. The separation liquid outlet of the first gas-water separator 242 is connected to the water sprayer 32, and the air outlet of the intercooler 233 is also connected to the tail exhaust muffler 243 through the third three-way valve 234.

[0034] Through the implementation of the above-mentioned vehicle power system embodiment, the air filter 231 is the first line of defense of the air intake and exhaust unit 23, which is used to filter out dust, impurities and particles in the air to ensure that the air entering the subsequent components and the battery stack unit 21 remains clean. The air compressor 232 is responsible for compressing the filtered air to a certain pressure to provide compressed air for the subsequent cooling process. The intercooler 233 is used to cool the compressed air and allow the cooled air to enter the battery stack unit 21 through the third three-way valve 234, so as to improve the efficiency of the air and hydrogen mixing reaction in the battery stack unit 21 by lowering the temperature of the air. Among them, the connection structure between the intercooler 233 and the second heat exchanger is utilized so that the air intake and exhaust unit 23 and the battery stack unit 21 share a set of fuel cell cooling units 42, so that the heat absorbing medium for heat exchange with the air in the intercooler 233 is cooled and filtered in turn through the second radiator 422 and the second filter 423, and then returns to the intercooler 233 to continue heat exchange. Considering the small amount of available space in passenger cars, the entire fuel cell module 2 is compact in structure, highly integrated, and can be modularized and matrixed, thereby ensuring the versatility of storage and replacement of other fuels, and contributing to the simplification of the fuel cell module 2.

[0035] As described above, the flow meter 236 is used to measure the air flow through the air filter 231. The third temperature sensor 237 is used to monitor the air temperature at the outlet of the intercooler 233, and by using the setting of the circulation bypass 235, when the air temperature at the outlet of the intercooler 233 does not meet the preset temperature, the air from the outlet of the intercooler 233 can be circulated back to the air compressor 232 along the circulation bypass 235, and compressed and cooled again until the air temperature at the outlet of the intercooler 233 meets the preset temperature. The first pressure sensor 238 is used to measure the air or gas pressure at the inlet of the battery stack unit 21, so as to dynamically adjust the supplied air pressure according to the demand for air by the battery stack unit 21, so as to meet the mass transfer conditions of the battery stack unit 21 and realize stable power supply to the power drive module 1.

[0036] In addition, the tail exhaust throttle valve 241 is used to control the discharge amount of water vapor after the electrochemical reaction in the battery stack unit 21. The gas-water separator is used to separate the water and gas in the water vapor, and the separation liquid outlet of the first gas-water separator 242 is connected to the water sprayer 32 to make full use of the separation water produced by the cathode of the battery stack unit 21, and the separation water is transported to the solid hydrogen storage unit 31 for water dehydrogenation reaction. The separated gas enters the tail exhaust muffler 243 for treatment to reduce the noise when the separated gas is discharged. Among them, the air outlet of the intercooler 233 is also connected to the tail exhaust muffler 243 through the third three-way valve 234, so that part of the cooling air is mixed with the high-temperature separation gas to cool down, which is helpful for the subsequent treatment of the separation gas. And because the air at the outlet of the intercooler 233 is compressed air, the compressed air can be used to further balance the pressure in the tail exhaust muffler 243 to reduce the noise and vibration caused by the pressure difference.

[0037] Further, the hydrogen inlet and outlet unit 22 includes a hydrogen inlet component and a hydrogen circulation component; The hydrogen inlet assembly includes a stop valve 221, a main valve 222, an ejector 223 and a second safety valve 224, and the first safety valve 335, the stop valve 221, the main valve 222, the ejector 223, the second safety valve 224 and the anode of the battery stack unit 21 are connected in sequence. The hydrogen outlet of the stop valve 221 is also connected to a hydrogen bypass 225, the other end of the hydrogen bypass 225 is connected to the hydrogen inlet of the second safety valve 224, and a bypass valve 226 is provided on the hydrogen bypass 225. A second pressure sensor 227 is provided between the stop valve 221 and the main valve 222, between the main valve 222 and the ejector 223, and between the ejector 223 and the safety valve. The hydrogen circulation component includes a second gas-water separator 228 , the anode of the battery stack unit 21 , the separation gas outlet of the second gas-water separator 228 , and the suction port of the ejector 223 are connected in sequence, and the separation liquid outlet of the second gas-water separator 228 is connected to the tail exhaust silencer 243 .

[0038] Through the implementation of the above-mentioned vehicle power system embodiment, the shut-off valve 221 is used to perform a shut-off switch function on the entire hydrogen supply route. The main valve 222 is the main control valve in the hydrogen supply line, located at the next level of the shut-off valve 221, and is used to accurately control the supply flow rate of hydrogen. The ejector 223 is a device that uses a high-speed flowing fluid to generate a low-pressure area, thereby sucking in or accelerating other fluids, and is used to increase the flow rate of hydrogen to ensure that hydrogen can be effectively used by the battery stack unit 21. The second safety valve 224 is used to automatically release the pressure when the hydrogen supply pressure exceeds a predetermined safety value. The setting of the hydrogen bypass 225 is used as an independent hydrogen supply channel to allow the delivery of hydrogen to bypass the main valve 222 and the ejector 223 to provide a backup hydrogen supply path, so that during the hydrogen delivery process, when the pressure changes in the path where the ejector 223 is located, the bypass valve 226 can be opened to conduct the hydrogen bypass 225 to keep the hydrogen supply pressure stable. At the same time, when the path where the ejector 223 is located fails or needs maintenance, the hydrogen bypass 225 can also be used to ensure the normal transportation of hydrogen, thereby improving the stability of hydrogen supply.

[0039] As described above, the second pressure sensor 227 between the stop valve 221 and the main valve 222 is used to monitor the pressure of hydrogen before or after it flows from the stop valve 221 into the main valve 222, so as to ensure that the hydrogen reaches the expected pressure level before entering the main valve 222, and can also promptly alarm when the pressure is abnormal. The second pressure sensor 227 between the main valve 222 and the ejector 223 is used to monitor the pressure of hydrogen before it passes through the main valve 222 and enters the ejector 223, so as to ensure that the hydrogen has sufficient pressure when entering the ejector 223 so that the ejector 223 can work effectively. The second pressure sensor 227 between the ejector 223 and the safety valve is used to monitor the pressure of hydrogen before it passes through the ejector 223 and enters the safety valve, and can provide real-time pressure data of hydrogen before entering the safety valve, so that the safety valve can function properly when necessary.

[0040] In addition, in a hydrogen fuel cell, the anode is where hydrogen enters, where hydrogen is oxidized to generate current. However, while the electrochemical reaction is taking place in the battery stack unit 21, a portion of the reaction products will flow out from the anode, mainly including unreacted hydrogen and a small amount of water vapor. Therefore, the second gas-water separator 228 is a key component in the hydrogen inlet and outlet unit 22, which is used to perform gas-liquid separation on the reaction products flowing out of the anode of the battery stack unit 21 to separate the unreacted hydrogen. And by using the setting of the ejector 223, the hydrogen produced by the solid hydrogen storage unit 31 and flowing at a high speed through the ejector 223 produces a low-pressure area to inhale the hydrogen separated by the second gas-water separator 228 and circulate back to the anode of the battery stack unit 21, thereby optimizing the utilization rate of hydrogen, improving the power supply efficiency and stability of the battery stack unit 21, and reducing the waste of hydrogen. By connecting the separation liquid outlet of the second gas-water separator 228 to the tail exhaust silencer 243, the separation liquid at the outlet of the second gas-water separator 228 can be discharged to the external environment, while reducing the noise generated by the liquid flow.

[0041] Further, look back Figure 1 The vehicle power system also includes a power battery module 7. The power drive module 1 includes a DC-DC conversion unit 11, an all-in-one control unit 12, a signal drive unit 13, and a plurality of drive motors 14. The battery stack unit 21 and the power battery module 7 are electrically connected to the all-in-one controller, respectively, and the battery stack unit 21 is electrically connected to the all-in-one controller through the DC-DC conversion unit 11. The all-in-one control unit 12 is electrically connected to the plurality of drive motors 14 through the signal drive unit 13, and the drive motors 14 are used to connect the drive wheels 8 of the vehicle.

[0042] Through the implementation of the above-mentioned vehicle power system embodiment, the power battery module 7 is a pure electric battery. By adding the power battery module 7, the entire vehicle power system adopts the mode of hybridization of the fuel cell module 2 and the power battery module 7, which can achieve rapid load change and cope with the needs of high dynamic response to ensure the output stability of the vehicle power system. In addition, the power drive module 1 is the main part of the entire vehicle power system, responsible for converting electrical energy into mechanical energy to drive the vehicle forward. Among them, the DC-DC conversion unit 11 converts DC power of different voltages into the required voltage level, so that the DC power generated by the battery stack unit 21 is compatible with the all-in-one control unit 12 through conversion and regulation. The all-in-one control unit 12 can integrate multiple functions, such as a battery management system (Battery Management System, BMS), a motor controller, an inverter, etc., which is responsible for monitoring and managing the operating status of the battery and the motor. In the embodiment of the present invention, the all-in-one control unit 12 is responsible for simultaneously managing the electrical energy from two different power sources, so that the fuel cell module 2 and the power battery module 7 are hybridized, which can achieve rapid load change and cope with the needs of high dynamic response. The signal driving unit 13 is used to receive signals from the all-in-one control unit 12 and drive the corresponding driving motors 14 to control the operation of multiple driving motors 14 to achieve different driving modes and performance requirements. The driving motors 14 are key components connected to the vehicle driving wheels 8. They convert electrical energy into mechanical energy to drive the vehicle forward.

[0043] The present invention also discloses a passenger vehicle, comprising a vehicle body and the above-mentioned vehicle power system, wherein the vehicle power system is arranged in the vehicle body.

[0044] Through the implementation of the above-mentioned passenger car embodiment, under the premise that the available space of the existing passenger car is small, the fuel cell module 2 and the solid-state hydrogen pool module 3 are designed as a modular structure, so that the structure of the fuel cell module 2 and the solid-state hydrogen pool module 3 is compact, highly integrated, modularized and matrixed, and the versatility of other fuel storage and replacement is guaranteed. In particular, the solid-state hydrogen pool module 3 needs to achieve upper and lower compatibility under different technical conditions, so as to ultimately replace the rechargeable or plug-in battery pack system such as lithium batteries at the same position of the whole vehicle. During the replacement process of the solid-state hydrogen pool module 3, the hydrogen release product must also be modularly designed and portable to reduce the time caused by fuel replacement. Therefore, the passenger car of the present invention needs to be combined with the spatial layout of the whole vehicle and the development of parts and components, and fully consider the integration of each module and the feasibility of later maintenance.

[0045] As described above, the passenger car of the present invention can realize the hydrogen supply control with different pressure requirements, different temperature requirements, and different flow requirements, and adopts the hybrid mode of the fuel cell module 2 and the power battery module 7, which effectively solves the following problems: 1) Solve the serious pollution problem caused by fuel passenger cars to the environment, solve the carbon emission problem caused by fuel passenger cars, and reduce the health threat caused by exhaust emissions from fuel vehicles; solve the problem of high dependence on external fossil energy for fuel vehicles, use hydrogen energy, which can come from renewable energy such as wind and solar power, and achieve energy autonomy and control; 2) Solve the problems of short battery life and poor winter adaptability of pure electric passenger vehicles, solve the problem of long charging time of pure electric vehicles, and solve the problem of pure electric vehicles being prone to fire; 3) Solve the problems of low hydrogen reserves and difficulty in refueling for high-pressure gaseous hydrogen passenger vehicles, solve the safety hazards of gaseous hydrogen, solve the problems of hydrogen storage, transportation and refueling, reduce the dependence of gaseous hydrogen on infrastructure such as hydrogen refueling stations, and reduce the cost of fuel consumption and use and the cost of ancillary refueling facilities; 4) Solve the vehicle range anxiety problem by quickly replacing the solid-state hydrogen pool system once to achieve a range of more than 5,000 km, or a usage time of more than half a year, so that there is no need to replenish energy within a maintenance cycle, reduce dependence on the number and scale of infrastructure, and reduce a series of problems that exist in the use of fuel cell passenger cars, such as high cost of hydrogen station construction, difficult approval for construction, and imperfect infrastructure.

[0046] Compared with lithium battery electric vehicles, the passenger car of the present invention has obvious advantages over the fuel cell vehicle based on the solid hydrogen pool. The energy storage density of the solid hydrogen pool module 3 can be more than 10 times that of a lithium battery, and the vehicle's driving range can also be increased to more than 10 times that of a pure electric vehicle, which has epoch-making subversive significance. The current energy density target for the next stage of lithium batteries is 200Wh / kg, and the solid hydrogen storage material selection generally has a hydrogen storage density of 15wt% after at least adding water to release hydrogen, that is, 100kg of the solid hydrogen pool module 3 can store 15kg of hydrogen, and the low calorific value of hydrogen is 33kWh / kgH2. Calculated in this way, a 100kg solid hydrogen pool module 3 can store 495kWh of electrical energy, and the energy density of the solid hydrogen pool module 3 is 4.95kWh / kg. If it is converted into electricity using a fuel cell, the efficiency of a passenger car fuel cell is relatively high, and can be calculated according to the conventional 60%. The energy density of the solid-state hydrogen pool module 3 after hydrogen energy is converted into electrical energy is 2.97kWh / kg, which is also nearly 15 times that of a lithium battery. Even if solid-state batteries are industrialized in the future and the energy density is increased to 300Wh / kg in 2030, the energy density of the solid-state hydrogen pool will still be 10 times that of solid-state batteries, which can achieve a leapfrog iteration.

[0047] Secondly, the passenger car of the present invention can store 50kg of hydrogen at one time. The hydrogen consumption of current fuel cell passenger cars is generally less than 1kgH2 / 100km, which can allow the vehicle to have a one-time driving range of more than 5000km. The most important thing is that fuel cell vehicles (especially passenger cars) can be maintained without charging, hydrogenation, or refueling within a maintenance cycle. Every 5000km maintenance cycle, the 4S battery can be maintained and the solid hydrogen pool can be quickly replaced. This can bring revolutionary improvements to the entire automotive industry: (1) For users, the convenience of use is greatly improved. You don’t have to worry about energy issues for half a year. You don’t need to refuel, charge, or add hydrogen. The cost is greatly reduced. The solid-state hydrogen pool can be provided in the form of leasing, which greatly reduces the cost of use compared to lithium batteries. Safety is greatly improved. When the hydrogen in the solid-state hydrogen pool is not in use, it exists as a hydrogen compound. There is no risk of fire and explosion. It can be put into underground garages, which is safer than gasoline vehicles and lithium-ion vehicles.

[0048] (2) For the industrial sector, infrastructure construction is more convenient. Such passenger cars do not need to build hydrogen refueling stations. They only need to build solid-state hydrogen pool production enterprises at hydrogen mother stations or hydrogen production plants and transport them to various 4S stores. This greatly reduces the cost of station construction and avoids the problems of difficult approval and safety risks of hydrogen refueling stations. In the future, with the large-scale promotion of fuel cell vehicles using solid-state hydrogen pools, the construction of charging piles, charging stations, and gas stations can be reduced, greatly reducing social costs.

[0049] (3) For the future large-scale deployment of renewable energy such as wind and solar in the west, which cannot be connected to the power grid due to volatility, hydrogen can be produced and transported to the east using pure hydrogen pipelines or natural gas mixed with hydrogen. It only needs to be transported to the mother station, made into large quantities of solid hydrogen pools, and sent to various 4S stores for vehicle replacement. This method can promote the large-scale application of fuel cell vehicles, with energy sources from renewable energy, achieve energy control, and ensure national energy security.

[0050] As described above, in the passenger car of the present invention, hydrogen is stored in the solid hydrogen storage component 312, there is no risk of leakage, no risk of combustion and explosion, a large number of single transportable bases, low cost of manufacturing, transportation, and filling, no waste in the storage process, storage in a confined space is allowed, there is no risk of explosion during the collision process, and the safety is greatly improved, which completely solves the safety problems of hydrogen energy terminal use and provides technical feasibility for the realization of hydrogen energy social ecology. At the same time, the solid hydrogen pool hydrogen storage technology solution quickly replaces the time period, and the replacement can be completed in 10 minutes. The single replacement time meets the use of more than half a year, which saves a lot of energy replenishment time from the perspective of the whole society. If a pure electric vehicle needs to be charged once a week, the operation time of a person is 10 minutes, and 24 weeks in half a year requires 240 minutes. For 100 million pure electric vehicles, the time spent on charging in half a year is 24 billion minutes, which is equivalent to 456,600 years. Using 100 million passenger cars of the present invention can save 456,600 years, which can greatly save social costs.

[0051] The present invention also discloses a control method for controlling the above-mentioned vehicle power system, comprising: In response to the vehicle being powered on in standby mode, inspecting the standby state of each unit in the fuel cell module 2 and the solid hydrogen pool module 3; According to the standby state of the inspection, the power supply demand of the battery stack unit 21 and the energy supply demand of the solid hydrogen storage unit 31 are analyzed, and the working parameters of the water supply unit, the hydrogen release buffer unit 33 and the heat dissipation module 4 are determined according to the analysis results; According to the determined working parameters, the water supply unit is controlled to operate and adjust the hydrogen release rate, the hydrogen release buffer unit 33 is controlled to operate and adjust the hydrogen release pressure, and the heat dissipation module 4 is controlled to operate and adjust the hydrogen release temperature; In response to the start-up of the solid hydrogen pool module 3, each unit in the fuel cell module 2 is controlled to operate, and the battery stack unit 21 starts to supply power to the power drive module 1; In response to the vehicle stopping running, each unit in the fuel cell module 2 is controlled to enter the load reduction shutdown stage, and at the same time, each unit in the solid-state hydrogen pool module 3 is controlled to enter the hydrogen release stop stage until the preset shutdown threshold is reached, the fuel cell module 2 is shut down, and the hydrogen release reaches the preset equilibrium state, and the solid-state hydrogen pool module 3 is shut down.

[0052] Through the implementation of the above control method embodiment, the power battery module 7 provides starting energy for all states of the entire system. During the actual operation, the system can achieve energy self-sufficiency without external functions. In the start-stop stage, the control system first performs hydrogen caching and health inspection and prediction of each module of the vehicle power system to ensure that the power supply demand and energy supply demand are sent to the fuel cell module 2 at any time. The start-stop stage of the solid-state hydrogen pool module 3 is superior to the operation of the fuel cell module 2 to ensure the stability of the hydrogen supply of the fuel cell module 2. In the normal parameter operation stage, the solid-state hydrogen storage unit 31 controls the amount of water separated from the battery stack unit 21 and sprays it into the solid-state hydrogen storage unit 31 to achieve the control of the hydrogen release rate, and the heat dissipation during the hydrogen release process is achieved through the heat exchange system inside the solid-state hydrogen storage unit 31. In this process, a large amount of heat is released inside the solid-state hydrogen storage unit 31, and the electrochemical reaction inside the battery stack unit 21 also releases a certain amount of heat. In a low temperature environment, the heat released by the hydrolysis and hydrogen transmission process of the solid-state hydrogen storage unit 31 can be used preferentially for the low-temperature start of the battery stack unit 21. During the shutdown phase, the battery stack unit 21 is preferentially subjected to load reduction and shutdown processing. After the internal load reduction and shutdown of the battery stack unit 21 are completed, the shutdown processing can be completed after the replacement is completed. The entire system cycle is in a standby state. After the shutdown conditions of the solid-state hydrogen pool module 3 are met, the solid-state hydrogen pool module 3 enters the shutdown phase to achieve hydrogen storage shutdown.

[0053] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. For those skilled in the art, the technical solutions described in the above embodiments can be modified, or some of the technical features therein can be replaced by equivalents; and all these modifications and replacements should fall within the scope of protection of the claims attached to the present invention.

Claims

1. A vehicle power system based on a solid hydrogen pool, characterized in that: The vehicle power system comprises: A power drive module is used to provide driving force for the vehicle; A fuel cell module, comprising a battery stack unit, a hydrogen inlet and outlet unit, an air inlet and outlet unit and a tail outlet unit, wherein the hydrogen inlet and outlet unit and the air inlet and outlet unit are respectively connected to the battery stack unit and are used to quantitatively transport hydrogen and air to the battery stack unit for reaction and release of electrical energy, the tail outlet unit is connected to the battery stack unit and is used to draw out the water vapor after the reaction in the battery stack unit and perform steam-water separation, and the battery stack unit is electrically connected to the power drive module; A solid-state hydrogen pool module, comprising a solid-state hydrogen storage unit, a water supply unit and a hydrogen release buffer unit, wherein the water supply unit is connected to the tail discharge unit and the solid-state hydrogen storage unit, and is used to quantitatively transport the separated aqueous solution to the solid-state hydrogen storage unit for hydrolysis and hydrogenation reaction, and the hydrogen release buffer unit is connected to the hydrogen inlet and outlet unit, and is used to buffer the hydrogen release pressure and transport the hydrogen released by the solid-state hydrogen storage unit after hydrolysis; A heat dissipation module, connected to the battery stack unit and the solid-state hydrogen storage unit, respectively, for performing working heat dissipation on the battery stack unit and the solid-state hydrogen storage unit, respectively; The vehicle control module is respectively connected to the power drive module, the fuel cell module and the solid-state hydrogen pool module for closed-loop control of the operation of each module according to the vehicle power demand.

2. The vehicle power system according to claim 1, characterized in that: The solid-state hydrogen storage unit includes a reaction tank and a solid-state hydrogen storage component arranged in the reaction tank, the water supply unit includes a water sprayer, and the tail discharge unit, the water sprayer and the reaction tank are connected in sequence, the hydrogen release buffer unit includes a pressure stabilizing buffer tank and a first pressure reducing valve, the reaction tank, the pressure stabilizing buffer tank and the hydrogen inlet and outlet unit are connected in sequence, and the first pressure reducing valve is arranged on the air inlet side of the pressure stabilizing buffer tank; The hydrogen release buffer unit further includes a bottle mouth valve, a second pressure reducing valve and a first safety valve, and the bottle mouth valve, the second pressure reducing valve and the first safety valve are sequentially arranged on the connecting pipeline between the pressure stabilizing buffer tank and the hydrogen inlet and outlet unit along the hydrogen delivery direction; The reaction tank is also connected to a tail liquid collection unit for collecting tail liquid after the hydrogen release reaction in the reaction tank.

3. The vehicle power system according to claim 2, characterized in that: The heat dissipation module includes a solid-state hydrogen pool heat dissipation unit, which includes a first medium circulation pipeline, a first water pump, a first three-way valve, a first radiator, a first filter and a first medium compensation tank. A first heat exchanger is arranged in the reaction tank, and a medium outlet of the first heat exchanger, the first water pump, the first three-way valve, the first radiator, the first filter and a medium inlet of the first heat exchanger are sequentially connected through the first medium circulation pipeline; The medium outlet of the first medium compensation tank is connected to the medium inlet of the first water pump.

4. The vehicle power system according to claim 3, characterized in that: The heat dissipation module further includes a fuel cell heat dissipation unit, which includes a second medium circulation pipeline, a second water pump, a second radiator, a second filter, a second three-way valve and a second medium compensation tank. A second heat exchanger is provided in the battery stack unit, and a medium outlet of the second heat exchanger, the second water pump, the second radiator, the second filter, the second three-way valve, and a medium inlet of the second heat exchanger are sequentially connected through the second medium circulation pipeline; The medium outlet of the second medium compensation tank is connected to the medium inlet of the second water pump, a first temperature sensor is provided on the medium outlet side of the second heat exchanger, and a second temperature sensor is provided on the medium inlet side of the second heat exchanger.

5. The vehicle power system according to claim 4, characterized in that: The vehicle power system further includes a heat energy recycling module, the heat energy recycling module including a first heat utilization unit and a second heat utilization unit; The first heat utilization unit includes an electric heater and a first heat medium pipeline, the electric heater is provided with a medium bypass connected to the medium outlet of the second water pump, and the medium bypass is connected to the medium inlet of the second heat exchanger through the second three-way valve, and the first three-way valve is connected to the medium bypass through the first heat medium pipeline, and is used to lead the heat absorbing medium to the battery stack unit when the hydrogen release reaction in the reaction tank occurs; The second heat utilization unit includes a second heat medium pipeline, a medium inlet of the second heat medium pipeline is connected to the medium outlet of the second heat exchanger, and a medium outlet of the second heat medium pipeline is connected to the medium outlet of the first filter, and is used to lead out heat-absorbing medium to the reaction tank when the reaction in the battery stack unit releases electrical energy.

6. The vehicle power system according to claim 4, characterized in that: The air intake and exhaust unit comprises an air filter, an air compressor, an intercooler and a third three-way valve, the air filter is provided with an air inlet, and the air filter, the air compressor, the intercooler, the third three-way valve and the battery stack unit are connected in sequence; The medium inlet of the intercooler is connected to the medium outlet of the second three-way valve, and the medium outlet of the intercooler is connected to the medium inlet of the second water pump. The air outlet of the intercooler is also connected to a circulation bypass, and the other end of the circulation bypass is connected to the air inlet of the air compressor; A flow meter is provided on the communication line between the air filter and the air compressor, a third temperature sensor is provided on the communication line between the intercooler and the third three-way valve, and a first pressure sensor is provided on the communication line between the third three-way valve and the battery stack unit; The tail exhaust unit includes a tail exhaust throttle valve, a first gas-water separator and a tail exhaust muffler. The cathode of the battery stack unit, the tail exhaust throttle valve, the separation gas outlet of the first gas-water separator and the tail exhaust muffler are connected in sequence. The separation liquid outlet of the first gas-water separator is connected to the water sprayer. The air outlet of the intercooler is also connected to the tail exhaust muffler through the third three-way valve.

7. The vehicle power system according to claim 6, characterized in that: The hydrogen inlet and outlet unit comprises a hydrogen inlet component and a hydrogen circulation component; The hydrogen inlet assembly includes a stop valve, a main valve, an ejector and a second safety valve, and the first safety valve, the stop valve, the main valve, the ejector, the second safety valve and the anode of the battery stack unit are connected in sequence, the hydrogen outlet of the stop valve is also connected to a hydrogen transmission bypass, the other end of the hydrogen transmission bypass is connected to the hydrogen inlet of the second safety valve, and a bypass valve is arranged on the hydrogen transmission bypass, and a second pressure sensor is respectively arranged between the stop valve and the main valve, between the main valve and the ejector, and between the ejector and the safety valve; The hydrogen circulation component includes a second gas-water separator, the anode of the battery stack unit, the separation gas outlet of the second gas-water separator, and the suction port of the ejector are connected in sequence, and the separation liquid outlet of the second gas-water separator is connected to the tail exhaust muffler.

8. The vehicle power system according to claim 1, characterized in that: The vehicle power system also includes a power battery module, the power drive module includes a DC-DC conversion unit, an all-in-one control unit, a signal drive unit and multiple drive motors, the battery stack unit and the power battery module are electrically connected to the all-in-one controller respectively, and the battery stack unit is electrically connected to the all-in-one controller through the DC-DC conversion unit, the all-in-one control unit is electrically connected to the multiple drive motors through the signal drive unit, and the drive motors are used to connect to the drive wheels of the vehicle.

9. A passenger vehicle, comprising a vehicle body, characterized in that: The passenger car further comprises a vehicle power system as claimed in any one of claims 1 to 8, wherein the vehicle power system is arranged in the vehicle body.

10. A control method, characterized in that: Used to control the vehicle power system according to any one of claims 1 to 8, the control method comprising: In response to the vehicle being powered on in standby mode, inspecting the standby status of each unit in the fuel cell module and the solid-state hydrogen cell module; According to the standby state of the inspection, the power supply demand of the battery stack unit and the energy supply demand of the solid-state hydrogen storage unit are analyzed, and the working parameters of the water supply unit, the hydrogen release buffer unit and the heat dissipation module are determined according to the analysis results; According to the determined working parameters, the water supply unit is controlled to operate and adjust the hydrogen release rate, the hydrogen release buffer unit is controlled to operate and adjust the hydrogen release pressure, and the heat dissipation module is controlled to operate and adjust the hydrogen release temperature; In response to the start-up of the solid-state hydrogen pool module, each unit in the fuel cell module is controlled to operate, and the battery stack unit starts to supply power to the power drive module; In response to the vehicle stopping running, each unit in the fuel cell module is controlled to enter the load reduction shutdown stage, and at the same time, each unit in the solid-state hydrogen cell module is controlled to enter the hydrogen release stop stage until a preset shutdown threshold is reached, the fuel cell module is shut down, and the hydrogen release reaches a preset equilibrium state, and the solid-state hydrogen cell module is shut down.

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